Two-cycle internal-combustion engine and method of operating engines of this type.



O A. IVIGKIEARNAN- TWO OYOLE INTERNAL COMBUSTION ENGINE AND METHOD OI OPERATING ENGINES OF THIS TYPE.

APPLICATION FILED AUG.10.1911.

Patented May 26, 1914.

4 SHEETS-SEEET l.

WITNESSES: Li INVENTUR .0 fi mfl-ad jiflaflea/r w O. A. MGKIEARNAN.

TWO OYGLB INTERNAL COMBUSTION ENGINE AND' METHOD OF OPERATING ENGINES OF THIS TYPE,

APPLICATION FILED AUG.1U, 1: 11. l fi 'jfi fi Patented May 26, 191 1.

ut 4 S I ETS-SHEET Q i M Hz. a, E u.

G. A. MGKIEARNAN. TWO CYCLE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING ENGINES OF THIS TYPE.

APPLICATION FILED AUG.10,1911.

Patented May 26, 1914.

4 $HEETS-SHEET 3.

0. A. MQKIEARNAN. TWO CYCLE INTERNAL COMBUSTION ENGINE AND METHOD OF OPERATING ENGINES OF THIS TYPE.

APPLIGATION EILED AUG.10, 1911 ll 0%%\ k (J Am Fig. '2; Fit

, I u 4 mg (llllQIQIl Q poo ions; oi the ports oil? one cylinder at (htlerent inturvuh; in. its; cycle oloporotioih 8 is a (hogrannnntw View illustrating the oycles of operation of the rospeolivo cylinders of a four-nylintlor 01h Roferring now to tho oooi'nnponying drawings in which like ninnofals and letters of reference imlicate like parts in all of the figures, l is the working cylinder which may be suitably water-jacketed and may in gen-- eral he of the ordinaryconstr'u;

is the uppvr section. of: crank MSG 'which may he 2: st integrally With the cylirfilers if" ilrnirocl, uncl the lower section of tin? m'anlr case.

4 designates Webs, formed with the. lower section of the crank case, and having; boon ing portions to receive the crank shaft 6, which 1:15 o 'uuli's 7 for the various pint. Q In an engil'io of the four cylinder typo, tho 0- would of course he four 'crunks 7, winch. WOlllCl he preferably set on quarters.

8 designates the exhaust port whiol': in fusion. controlled as is also the inlet port 9. Tho exhaust ports 8 of tho various cylinders loud into tho lateral ducts 11 that lilo liver into the exhaust ofltnko duct l0,wl7.ilo

the inlet ports 9 connect with tho intuite duct 12 tln-ough tho lateral ducts 12% 1.4; (losignatos the pistons wh M 1 uro of the usual type and have tho holllos for (lath-oh ing the incoming gases toward the cylinder head.

the crank shaft 6 by snrockot and chain conneotions 1S and 19.

' inlet duct for the gus-iolouo The fun suohs tho niixtiu'o from tho carburetor 27 through the pipe 236 and loom-a it through the duct 30 into the duct through the ducts 13 into the mono cylinders l 'wl'ion the ports 9 are opoucwl,

$0 (lo. an at s oounocting lOLlS, which :uo pivoted, ut 31, to tho lPS'j'JGltl'Vi) pistono and which, in my irventioi'n do not ooniunt with the T rm tho ('lilllh' e to What .l: town, .i

respective crank 7', and which -with n roll that on: es tl'irow' or oscillating homing it} whos rljaunions 32 are held in bearings 33 in the uulanls 39. The lower ends of the rods 34 are pointed and cuppa: .115 at 38 to form. oil ilingers, and thoae ends clip into the oil (:(mtulmul. in tho holtoin oi the crnnh case auction tho i=ttzun'lunis; 3.) being spot? 11 from the walls, to allow on own level of 0 tllroughout the crank case. i

Operatimi: So for or; (ltESlYi-Kl, tho murmor in Wllllll my invon n operates will ho host .ll ill us follons: -----i;ls:5unn: the p21 rts to be positioned as indicuted in Fig, 'l, with :1 charge aheml of the piston uxulor COIUIPFOSSlOH, and just ahout to ho l'll'lllli The new charge is now firocl. ihnrnliu impolling the piston lei downn'mdly on i stroke and turning the r it; shaft in ilil rotion oi" the z row in i i the pinion ham woloil iiroui slown in Fig. 4. to the position shouu in tho 0 haunt port; 8 will begin to own i o. the oxlmusting not oonmiomro. A fluther n'uwe'miont ot the piston. from the position, shown in Fig. 5 to tho position shown in l in. ll, (21115405; both tho exhaust port 8 and the inlet port 9 to ho opened and the piston it has ronchz'ecl the lowermost limit of its nna'i'omont. open, as ll pinton llimssos from the posit n ShUWI n 5, to that shown in Fig. 5, tho old chan e will ho clisplnrod by the new charge thnt is him i into tho vylinder 1i h the fun, ill unclrr constant pressure... It will be oh iii oil, that when the p t )n has nniohml tho lon vrmost limit of its oko as shown in Figih, tho monk 7 still has about 50 more or loss, of niovoi'nont hoforo itill'll'lllfi at the lou'm'u L limit of its movement. Duringrlhis fnimfvol (the time 0lupsing While tho ('l'tll'll-l' i i: nmving from the ponilion shown in Fig. (i to that shown in full. lines in Fig. 7 j the pi 'on 14 will rolnoin. stationary or (10ml and the not of exhausting and recharging will continue. The crank 7 now moves from the position shown in full lines in '7 to that ohown in (lottnrl lines in the some figure, or in other Words, to :1 position 50, more or less, from tho 1 tion. Fshown in full lines'in. Fig. 7. During this: .o'voment, the piston 14 will remain loud and the act cf exhausting and recharging will continue. Thus, it will be ob- 50]V0ll, that (luring 100 more or less, (the movement of the crank from the position shown in full lines in Fig. 6 tothat shown in zlottoil lines in Fig. 7) the piston lei: heoonios wholly inuutivo, Now as the ("rank As soon as will nnn o tho piston. upllZS (,GHTPI'QSFHUH. stroke, closing port- :niul inmuxlmxhzly Sllllh- As noon :15: the port 9 begins to .45 vastly shorter interval of time during quently closing the exhaust port 8. During the time the piston moves from the dot and dash line position shown in Fig. 7,'back to the position shown in-Fig. 1', it will com- 5 press the new charge and complete its cycle of movement.

In Fig. 8 I have graphically disclosed the cycle of movement of the four pistons commencing with a compressed charge in the 10 cylinder for piston number 1. As the piston moves downwardly it completes its working function during the first 115, more or less, of the movement of the crank shaft and during the next of movement of the crank shaft, the Working stroke of the piston is fully completed and the exhaust and inlet ports are fully opened. At this time the crank shaft has turned through approxi- 1nately-130 from the position-shown in Fig.

2 1 to the position shown'in Fig. 6. During the next 100 of movement of the crank shaft, 2'. e. 50 downand 50 up, the piston remains dead or stationary, (see diagram Fig. 8), after which it begins its upward 35 movement to first close the ports and then compress the new mixture, thus completing its cycle of operation which is repeated ad infi'm'mm.

It will also be noted that the faster the 3 engine is running, the greater the speed of the blower and consequently .the higher the pressure in the duct 12. As the speed increases also, the interval of tine the ports remain open is -.prop0rtionatel v shorter, but

as the pressure in the duct 12 increases proportionately to the decrease in time during which the'ports are opened; the pressure time factor. remains constant regardless of the speed, so that a complete scavenging and 40.1"echawim of the cylinder is insured at all times.

I also wish to call attention to the fact, that by my construction, the piston 1st moves from one end of its stroke to the other in a crank shaft revolution than in any other two-cycle engine with which I am familiar, thus giving a greater period .of rest during which the scavenging and recharging operations can take place, and also by reason of the fact that the entire working impulse exerts its force during the first 115, more or less. of downward movement of the crank, the mean position of power application to the crank shaft is nearer the beginning of its down vard movement than in the ordinary type of engine. thus giving more power to the crank shaft, at. the time it is most needed In practice, the .upper ends of the cylindcrsuvill be oiled by mixing lubricating oil with the gasolene, or any other system of lubrication may be employed.

From the foregoing description taken in 6 connection with the. accompanying drawings, it is thought the complete construction, operation and advantages of the invention will be clearly apparent to those skilled in the art to which it appertains.

What I claim is:

1. In an internal combustion engine, a cylinder, a piston operating therein, continuously rotatable crank shaft and connections between said piston and crank shaft for imparting intermittent reciprocation to said piston, together with ports for admitting and exhausting charges into and from said cylinder, said connections including neans for causing said piston to be hel l stationary during a predetermined time after the ports are opened by the piston.

2. In an internal combustion engine, a cylinder having piston controlled inlet and exhaust ports, a piston operas. in said cylinder, a continuously movable crank shaft, connections between a d piston and said crank shaft for trans: the movements of the piston to the cit. connections including means for said piston slationanv during a pr" c mined interval While the engne is exhaust-- ing and recharging.

3. In cylinder having piston controlled inlet and exhaust ports, a piston operating in said cylindcn a crank shaft, operative connections between said crank shaft and said piston and including means for holding said piston stationary during a predetermined time while said ports are open.

4. in an internal combustion engine, a cylinder having piston controlled inlet and exhaust ports, a piston operating in said cylinder, a crank shaft, operative connections between said crankshaft and said piston, and including means for holding said pistcn'stationarv during a predetermined interval of time while said ports remain open, and n cans for blowing anew charge into said cylinder through said inlet port to displace the exhaust charge.

In an internal combustion engine, a cylinder having piston controlled inlet and exhaust ports, a piston operattg in said cylinder. a crank shaft, operative connections between said crank shaft and said piston and including mcans'for holding said piston stationary during a predetermined time while said ports are open, and means for forcing a new charge into said cylimler at a constant pressure during the time said inlet port is open to displace, the and recharge the cylinder.

6. In an internal combustion engine, a cylinder l. wing piston controlled inlet and exhaust p. -ts, a piston operating in said cylinder crank shaft, operati e connections betw. said crank shaft and said piston and luding means for holding said piston. stat-Iii airy during a predetermined an internal combustion engine, a

old charge 1 of the crank s interval of time while said ports are open, for forcing a new char e into said c at a czmstant pros-sure during the t said inlet port is open. to displace the old charge and recharge the cylinder, and for varying the pressure at which the new charge is forced in, proportionately to the speed of operation of thecranlt shaft.

7. In a two cycle internal combustion engine, a cylinder having a piston controlled exhaust port and a piston controlled inlet port, a piston operating in said cylinder, a crank shaft, connections between said piston and said crank shaft, a blower for blowing the charge into the cylinder when said inlet port in open and simultaneously displacing, the exhaust charge, said connections between said pistons and said crank shaft including a. connecting rod connected to the piston, an auxiliary connecting member pivoted. to said connecting rod and to the crank laft, and an oscillating guide for said auxiliary ccuhccting member to cause said piston to remain stationary when said ports are uncovered and for a. definite length of time.

8. In an internal combustion engine, a set of cylinders, each having piston controlled inlet and exhaust ports, a set of pistons, a common. crank shaft, a crank case having bearings for said crank shaft, said crank shaft inchiding a. crank for each piston, a connecting rod pivoted to each piston, an auxiliary connecting member pivoted to the connecting rod and to each crank, a guide for each auxiliary connecting member, said crank shaft, said auxiliary connecting members and said connecting rods being a.r-'

ranged to cause said pistonsto remain immovable when the respective ports are open and for a predetermined length of time, a connnon charging mechanism for forcing a charge into the respective cylinders at substantially constant pressure during the time the cylinder ports are open, substantially as shown and described.

9. In an internal combustion engine, a set of cylinders, each having piston controlled inlet and exhaust ports, a set of pistons, a common crank shaft, a crank case having bearings for said crank shaft, said crank shaft including a crank for each piston, a connecting rod pivoted toeach piston, an .uxiliary connecting member pivoted to the connecting rod and to each crank, a guide for each auxiliary connecting member, said crank shaft, said auxiliary councctim; jmcmhers and said connecting rods being an ranged to cause said pistons to remain immovable when the respective ports are open and for a. predetermined length of time, a. common charging: mechanism for forcing a. charge into the respecti 0 cy' ders at substantially constant p sure during the time the cylinder ports open, amd for vary ing the applied charge pressure proportionately to the speed of operation of the engine. 1

10. In an internal combustion engine, a set of cylinders, each having piston controlled inlet and exhaust ports, a set of pistons, a common crank shaft, a crank case having bearings for said crank shaft, said crank shaft including a crank for each piston, a crmnecting rod pivoted to each pie-- ton, an. auxiliary connecting member pivot ed to the connecting rod and to each crank, a guide for each auxiliary connecting member, said crank shaft, said auxiliary con necting members and said connecting rods being arranged to cause said pistons to 'rc main immovable when the respective ports are open and for a predetermined length of time, a common charging mechanism for forcing a charge into the respective cylinders at substantially constant pressure during the time the cylinder ports are open, id auxiliary connecting members each inchuling; a, rod portion terminating in a. cupped oil flinging end, the bottom of said crank case serving as an oil reservoir to supply oil to said cupped shaped ends in virtue of which said cupped shaped oil flinging ends will fling the oil through the crank case to lubricate the members therein.

11. The method of operating twocycle in ternal combustion engines which have cylindens and pistons and piston controlled inlet and exhaust ports, said method consisting in holding the piston stationary for a comparatively lonp interval of time while the ports are open, blowing a new charge into the cylinder through the inlet port and simultaneously displacing the exhausted char e while said ports are held open and quick y moving said piston to close said ports and compress the new charge; subsequently igniting said charge to impel said piston on a working stroke, and then again uncovering said ports. substautiallyus specified.

12. The method of operating a. two-cycle internal combustion engine which has a cylinder, a. piston and piston controlled exhaust ports, said method consisting in bold ing the piston stationary for a comparatively lonp; interval of time when said exhaust port has been opened, placing a new charge in the cylinder to displace the old charge through the exhaust port, then quickly moving said piston to close said exhaust port and subsequently compress the new charge, then igniting the compressed charge to impel the piston oh. its working stroke, substantially as'specificd.

Lil. The method of operating, a twocycle internal combustion engine which has a cylinder, av piston ancxhaust port and an inlet port, said method consisting in holding the piston stationary for a comparatively long interval of time at the end of its Working memes 5 Stroke, putting a, new charge into the cylin- I exhaust ports, a piston operating in said der and exhausting the. old charge therecylinder, a crank shaft, operative .connecfrom While the piston remains stationary, tions between said crank shaft and said pisthen quickly closing said ports and quickly I ten, and including means for holding said 5 moving said piston to compress the new piston immovable during a predetermined 15 charge and subsequently igniting the new interval. of time While said ports are open. charge to impel said piston on its werking i CHARLES A. MGKIEARNAN. stioke, substantially as specified. l Witnesses: 14. In an internal combustion engine, a i L. C. GIBsON, 1;? cylinder having piston controlled inlet and D. C. SMITH. 

